Internal-combustion engine.



V. L. EMERSON.

INTERNAL COMBUSTION ENGINE.

APrLlcmon man APR 6. wis.

v. L. EMERSON. l INTERNAL COMBUSTION ENGINE. f Armcmon'msn Aral 6r. v|916.

Patented Sept. 12,1916. l

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v. L. EMERSON. vINTERNAL coNusnoN ENGINE.

APPLICATION F'ILED APR-6| |916. I

I Patented Sept. 12,1916.

6 SHEETS--SHEET 3.

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`V. L. EMERSON.v

- A INTERNAL COMBUSTION ENGINE.'

' APPLlcATloN man APR. s. me.

1,198,384, v E f PatentedSept. 12, 1916.1,

v6 SHEETS-SHEET 4. A

vfL. EMERsoN.

lNTERNAL COMBUSTION ENG|NE.- y

APPLICATION FILED APR. 6| 196-4',

v Patented Sept. 12, 1916.

1,198,334. A EE uumu run: n. mnuw. Hammam. pl c.

v. L. EMERSON. 4 INTERNAL COMBUSTION ENGINE-` APPuc/(Tlou man Ara. 6. www l 1,198,334. n .A y PatentedSept.12,1916.-

i. nnTTEn STATES To NIZW/0712. it may concern.'

VICTOR LEE EMERSON, OF ALEXANDRIA. V

IRGINIA,'essIGNoR To' THE EMERSON ENGINEERING COMPANY, A. CORPORATION OF DELAWARE.

INTERNAL-COMBUSTION ENGINE.

Specification of Letters Patent.

Patented Application led April 6, 1916. Serial N o. 89,444.

lle it known that I, VICTOR Lin; EiiniisoN,

the water surroundin construction the wate Sept. 12, 1916.

g the same. In this r around the cylinder a citizen of the United States, residing at .21 l-toseinont avenue, Alexandria, Virginia,

have invented a new and useful Improvenient in Internal-Combustion lmgines, of

- wliich the following is a specification.

j cted so that they will not be subjected to un-l When this unit is removed the pistons and' y bling.

Among the objects of my invention are: To minimize the amount of machining, lessen the number of `)oints that are usually necessary by having the intake and exhaust' manifolds castcd integral with the engine,- 4 and so located as to have the shortest possible passages from the valves to the manifolds in order to reduce friction and back.

pressure.

To have the manifolds fully water-Jackequal expansion and the surfaces exposed to the explosion chamber finished, and the manifolds form an arched bridge to resist the pressure in the cylinders. I also bring each memberin such relation to each other as to make a compact structure and reduce the length of the valves and size of the operating parts so that inertia of the moving parts will be small which' is favorable for yhigh speeds.

To have the valves and operating mechanism together with the intake and exhaust-y manifolds.comprise a u'nit so thatthey can` be conveniently removed together for the purpose of seating the valves or removing cai-bon from the cylinders without the necessity of taking the cylinders off the base.

connecting rods may be removed from the top of the engine without further disassem-` formed so as to constitute an oil pan which 'be constantly supplied to the valves.

temperature of the inlet manifold, due to' `the chilled vapors passing therethrough and the high temperature of the exhaust manifold due to the exhaust eases assina there- 7 h h f through, tend to `neutralize their effect upon lVith this construction the cams and v valve stems can be adjusted 1n a convenient1 inanner. The top of the valve chamber is barrels is not affected by the cooling action of the inlet manifold since the water passes over the cylinder barrels before it reaches the inlet manifol My design is such that the bolts that hold the head` to the cylinders extend through a column of metal from top to bottom of the head, which column of metal is water-jacketed so that the bolts are kept at an even temperature with tliecasting and will have a substantially equal expansion therewith and will not become loose when heated and cooled, thus avoiding the use of elastiepack-VA ing, o1' a packing of any description between the head and the cylinders. By passing the bolts through a solid column of metal'the springing of the casting when the bolts are tightened down to attach the head to the cylinders is avoided.

On account of the manifolds being arranged in a head separated from the cylinders the casting is much easier and less expensive to make than if they were integral with the cylinders. The head and inanifolds being separated froin the cylinders the loss of a casting carrying the manifolds, in' the foundry,'or otherwise, is butslight when compared with the loss of the cylinders and head and manifolds if they were all cast integral. By making the cylindei' head andv cylinders separate and manifolds cast integral with the head a great advantage is obtained in the machining of the cylinder, by having both ends of the cylinderv barrels open, thus offering flat machine surfaces to operate on and allowing the valves to be seated with great ease in the head and providing a means whereby the valves can be inserted when the head is removed without the use of cages that cannot be cooled. Every part of the valve seats and guides in my engine can be amply cooled and the valve gear can be mounted on the head without being subjected to undue heat. Also a relativelyhigh temperature in the cylinder jackets is maintained which cannot be done if the intake manifold was not separated from the body of the water which surrounds the cylinder barrel." By keeping a ielativclv high temperature around the cylinder barrels the loss of heat through the water jacket i s greatly reduced, thus adding to the available' lie-at energy for power-purposes. By bringing the heated water of relatively high temperature from the jackcts surrounding the cylinder barrels into contact with the walls of the intake manifold, which is at a relatively low temperature, the liquid globules that come in con` tact with the surface of the intake iii-anifold, which is at a higher temperature than the combustible mixture passing therethrough, duo to the heated water surrounding said manifold, are converted into vapoi'.l A more uniform and better mixture is theuneven expansion and removal of the same. In my construction the engine is kept at a substantially, even temperature. and at no time becomes sufficiently hot to affect the exterior finish, whereas the exhaust manifolds of the usual construction become extremely hot at times which is-botli disagreeable and injurious.

An important featurev of my invention is bringing the'inanifolds' in close proximity to the valves and over the combustion chambers in a line parallel with the cylinders and preferably between the hold down bolts so that the head can be attached to the cylinder in such` a manner as to resist the i strains due to the pressure of combustion and also maintain a tight joint between the v c ylindcr and the head, by utilizing the strength of the manifolds, which are in a forni to offer the greatest resistance to pressure.

Another feature location of the joint in the base where it joins the bottoml section below the center of of my invention is the between the manifolds and the engine by` the shaft and the lower half of the internal bearing box, cap and bolts, so that, in the machining and assembling of the engine, the

bolts and box will not come in contact withl the cutter for milling off the surfaces, or the surfaces on which the engine is supportcd when it is being assembled. The line ofil the bottom section of the base i's brought be.

low the trunnion at the forward end of thc engine and also below the main bearing atcenter thereof, as in the usual construction, the oil would continuously Work its way throughthe bearing. In my construction there is no chance for the oil to escape through vloose packings as in the ordinary construction. It 4is my object in the construction of the head and the cylinder to provide a means whereby the dropping oil from the cam shaft and working parts of the same will be caught in a receptacle, forming part of the head and return to the base through a cast opening on the forward end of the engine, the casting surrounding such opening furnishes a mount for the fan and a housing for the cam shaft driving means. The cylinders and housing foi' the driving mechanismare formed integral,

- 'vation taken on line B-B on Fig. l, showing asection through the intake manifold and throughthe intake and exhaust valves.

Fig. 3 is a section on line C-C on Fig. l. F i'. 4: is a section taken on line D-D. Fig. 5 is a section taken on line E-E on Fig. l. Fig. 6 is a plan view of the top of the cylinder head. .Fig 7 isnaJ bottoni view of the cylinder head. FiO. 8 is an end view the supporting of the surfaces against the. pressure of combustion in the cylinders by of the head at the exhaust end. Fig. 9 is a side elevationpartly in section through the forward end of the engine, showing the ar- 'angement of the cam shaft, valves, head, cylinders,- ydriving means, housing, fan mount, trunnion for supporting the engine,` part of the lower half of the base, and the oil pan. Fig. l0 is an elevation of the forward end of the engine. Fig. 1l is a plan View of the forward end of the engine with the head removed. Fig. 12 is a view of the forward end of the engine with the head in place and the dust cover reino-vcd. Fig. 13.y

the cylinder and intake valve.

Referring to the drawings, 1 indicates the head, 2. the cylinder casting and 3 the vupper section of the base. n

4 indicates the lower section of the base and 5 the cover over the engine head.

6 indicates a housing at the end of the cylinders formed integral therewith.

7 is the point' at `which the head joins the cylinders. The head 1 is held to the cylinders by bolts 8. The line of the top and the head is shown at 9 on which head are the thc fly wheel end so as to form an oil tight p bolts 12. crank case. If the .:l"ront main bearing at;

partition between the 'fly wheel andthe the (1y wheel end ivaslsplit,v through themounts 10 for the cani shaft 11. |The cam shaft inountslO. are secured to the head by At `13 are shown thcI pivots :for the rocker 10. The shaft mounts 1.0 are positioned on i bosses in a pan 16 which catches the surplus oil from the werking surfaces and returns the same to the base f1 through the housing 6. T he oil is cooled while passing through housing G by coming in contact with the walls thereof, which are cooled. by a blast of air coming from the fan 17.

At 1S is shown the intake manifold andy at 19 the exhaust manifold, cast integral with the head and surrounded by water passages 20. The water enters the cylinder 'l jackets at 21 from the pump 22 and circulates through the cylinder jacket 23, whereupon it enters the cylinder head 1 at openings 211 and is discharged from said head at 25. It will be seen` that the water traverses aY defined path around the cylinder barrels where it absorbs heat before it is circulated through the head. Vhen the Water reaches the head it comes in contact with the intake manifold '18 and the exhaust manifold 19 at the hottest end thereof. The

' inlet manifold 1S is kept at a relatively low temperature by the cool medium circulating therethrough. The water then flows through the passages 2O of the head which surrounds the manifolds and valves and discharges `into the radiator through the outlet 25.

rl`lius the water in its flow acts as a transmitter of heat from the cylinders and heated exhaust manifold to the intake manifold plete gasification of the liquid fuel. If this 40 and converts into vapor a certain portion vof the fuel therein ,that is condensed into liquid owing to the fall in temperature, duc

to the cooling action of evaporation. Thus is produced a highly explosive and uniform mixture which is not possible without comcondensed liquid fuel were not gasiied it would be drawn into the cylinders in a liq-l 'uid state where perfect combustion could not take place on account of the liquid condition of the fuel.

It is desirable to have the body of the` water surrounding the cylinder barrels as near the boiling point as possible to avoid excessive absorption of heat by the water Vfrom the cylinders.

lVith this object in view it is desirable to cause the Water to pass evenly over the cylinders before it lreaches the head where it is subjected to the cooling influence of the inlet manifold.

In Fig. 1 the arrows in the intake manifold 18 represent the direction of the fiow;

of the fuel mixture therein and the arrows in the exhaust pipe represent the flow of the heated exhaust gases. amount of heat is nearest the exhaust end of the head where it meets the'flow of water through opening 24. The openings from v the exhaust valves 26 open at an angle in the direction of the flow of the gas and the,

valve stems are protected from the direct action' of the gases byl a curved arch- 27.

The greatest p The openings in the intake manifold are the same as those in the exhaust manifold with the exception' of the angle being reversed. In -the construction of the intake manifold the valves are so laid out that there are intake valves at the extreme ends of the head in distinction from the ordinary practice, in which the inlet valves do not over-reacli the line of exhaust valves as it is ordinarily desirable to make the inlet manifold as short as possible. In the present invention the inlet manifold performs a very important function within the head l and in order to perform this function the form of manifold herein disclosed is preferable. Both the intake and outlet manifolds are substantially square in cross section, with the lower corners forming an arch over certain portions of the valves so as to give great structural stiffness against the combustion pressure in the cylinders. As the manifolds are located partially over the valves, the pressure in the cylinders is quickly relieved when the exhaust valves are opened, the gases escape into the manifold through direct passages. The inward fiow of gas is also made easier by the same construction, thus the resistance to the flow of gas in both cases is reduced. Both the manifolds 18 and 19 and valve chambers 28 which are' practically surrounded by water sothat they are not affected by unequal eX- pansion as in the case of partially cooled or uncooled parts, which rapidly deteriorate and cause undue strains to be set up.

The bosses 15 for carrying the cam shaft mounts 10 are broughtup .to a line With the top edges 9 of the head so that they can be machined on the same cutting line.

The bolts 8 that secure the head l to the cylinder casting pass through columns 29 at intervals as shown. The columns 29 prevent distortion of the head when it is tightened down. The bottom of the bolts 8 enterv of the base f1 and the top of the housing 34 is'closed by the cover 5.

The fan mount 35 and supporting bracket 3G are mounted on the rigid housing 6 together with bearings 3 7 for operating the pump and igniting device.

The chain drive 38-39 is assembled through either the opening from the top or bottom of the housing 6 or both. By this constructionl the Weak and expensive sepsof arate cover plate with packing joints that* are liable to leak is obviated.

A. strong and rigid base to mount the supiliorting bracket 36 on,and a rigid seating ior the entire driving system and fan mount 35, which carries the reduction gears 40 on slia'lit ht1; are provided. One of these reduction gears on the counter shaft Ll1 is in line with ay gear Ll2 on the c ank shaft 43 and another gea r on the counter shaft is mounted in line with the gear Ll-.l on the cam vshaft l5. rlhe gear ll is adjustable by means oil bolts 4G. A bearing 117 is carried by an. extension L'lS on the mount The bearing. it? in extension -l-S is located near the center.

line oi' chain 3S. The bearing 19 which controls the position of the bearing. L7 is" held by a screw collar having a `threaded engagement with the mountH 35 which lhe bearing provides lateral adjustment. -li'ioats on the shait Ll1.

At 51 is shown a spring which exerts a pressure against a friction collar 52 which has a splined connection with a sleeve and a friction member 54: which is keyed to shaft atl. The friction member 5i is held in place vby a lock nut on shaft L11. The friction 'collar 52 and member 5-1 allow the :lan 17 to slip without causing undue strain on the chains 38-39 when undue force is;

which has a `longitudinal movement so that a pin in the end of theshaft will engage with a grooved nut G1 on the crank shvaftfthus providing means whereby the-` pump S6 that is connected with pipe 8T crank shaft may be rotated by the crank 62. lVhe'n the end thrust 1s released from the crank G2 'a coil spring surrounding the member (l0 will bring the member GO to its initial 'outward position and the collar 59f will come against a shoulder located on the bracket 3G and shut ofi any leakage of oil and prevent sha'lt 60 from rotating and dis-..1

engage shaft 60 from'the crank shaft 61.

A bore and cross slotin member GO receives j lthe crank G2 and causes member 60 to rotate with the crank. moved from the member 60 when not in use.

Recess/es G3 within the cylinder bore give* .lated around the exhaust and intake inanig fold from the rear end and dischargeat 25 clearance to the valves 64 and by this construc-tion permit a much larger valve to be used than could be accommodated within the circular dimensions ot a cylinder of the usual construction. vents the valve from dropping into the cylinder should the stem break or come loose.

The cam sha ft is hollow and has anopening 'i indicated at 6G in each cam which allows the oill to pass to theyworking surfaces of the.l

5G is a cross section member of a frame The crank 62 may be re-- The shoulder G5 pre` i iof the temperatures can be obtained.

, luns 67, bearings G8 and valve stems. The

'rocker arms are supported by members 10' and also carry cam shaft 11, and the action j of cams G7 en the rocker arms 1l give the proper timing and motion to the valves 64. lhesurplus oil is caught in pan 16 and discharged into housing 32 together with the overflow through the end of the cam shalt at (il) where the chainsl '3S-39 are oiled together-with all the bearing surfaces, and the teii'iperature of the oil is reduced by coming in contact with the surfaces ol the housing the center olA the shaflt line 73, so that theA lio-x cap 7ljoins the base line 7&2, thus pre-- venting escape et oil through the engine base Alinto the fly wheel housing 75. Hangers 7G arecast integral with the cylinder casting as shown in Fig. 13 and have angiilar braces 77 connecting with the flanges ot the base 7S. The flanges 78 on the base of the cylinders are made of greater width than the flanges on the bottom section of base 4 so that the edges of the dust pan 79 will be supported by the -lianges 7S.

At 80 is shown a wellin the oil pan 81 in which the pipe 82 on the connecting rods dips at each revolution, which forms an auxiliar f o-iler to the crank 83 and piston 8l to the crank connecting rod bearing and being splashed upon the piston. rlihe opening ceptacle 8O te maintain a certain deptii of oil therein. There is a receptacle 8O provided for each cylinder and the oil is kept to the.`

level of the opening S5 by an oil circulating which supplies'oil to the receptacles S0 and oil' is drawn through a filter Sfland pipe 90.

it 91 is shown an opening through which the cil pipe leading from the base of the engine to the cam shaft passes.

I prefer that the water be circulated around the cylinder barrels from the pump entrance 21 to the back end of the engine and enter the cylinder head through opeiiings S24 where the exhaust end of the manifold 19 is the hottest7 when the engine is in-4 operation, and then have the water circubecause lby this means there is less complica.-

Ytion in taking care of joints between the cylinder and the head and a better control The system could, however, be inodilied within the scope of my invention by, forming a niultiplicitiy of passages between the water.

jacketsy ofthe cylinder barrelsyandfthe head by reason of the oil passing by the pipe 82 l S5 is an overflow of oil for oil from the rec to the shai't bearings through pipe SS. Thev `and restricting such passages sulliciently to in the cylinder barrels.

cause the desired difference in temperature between the water in the head and the water The object here sought -is to bring' the highly heated water from the cylinder jackets, where it is desirable to maintain them at the highest tein- -i perature. in contact with the intake manifold which is conveying combustible gases at very low temperature so as to utilize the elliciency obtained by bringing the highest and lowest temperatures together as the in- 'terchange of heat is great-est when the temcombination, a cylinder unit, a head unit' adapted to mate with said cylinder unit, a line of bolts holding said head unit to said cylinder unit, and exhaust and intake manifolds within said head unit located Within the line of bolts.

2. In an internal combustion engine, in

combination, a cylinder unit, a head unitadapted to mate withmsaid cylinder unit and having valve gear mounted thereon, a housing on said cylinder unit having an integral outer face, a projection ori said head unit covering the upper end of said housing, and means within said housing and projection to transmit motion to said valve gear.

3. In an internal combustion engine, in

combination, a cylinder unit, a head unit adapted to mate with said cylinder unit, a

housing integral with said cylinder unit,

having an integral outer face, a hollow projection on said head covering the upper end of said housing, a shaft mounted at the lower end of said cylinder unit and having a driving member located thereon in said housing, valve gear mounted on said head and means in said housing and projection connected with said driving member and valve gear for operating the same.

4. In an internal combustion engine, in combination, a cylinder unit, av head unit, a housing integral with said cylinder unit having an integral outer face, valve gear mounted on said'head, a crank shaft having a driving gear thereon, said gear being within said housing, a shaft mounted on said housing and projecting into the same, a gear thereon within'said housing, a driving member between the gear on said crank shaft and the gear on said second mentioned shaft, a second gear on said second mentioned shaft of gears thereon Within said housing, driving means between the gears on said crank and fan shafts and said valve gear.

6. In an internal combustion engine, in combination, a cylinder unit, a head unit mounted on said cylinder unit, 'said head unit having a raised portion extending around the perimeter of the top thereof, so as to form a receptacle on said top for surplus oil, bosses on said head extending to the level of said raised portion, shaft mounts positioiied on said bosses and a cam shaft held in said mounts. i

7. In an internal combustion engine, in combination, a cylinder unit, a head unit mounted on said cylinder unit, a plurality of columns cast integral with said head, bolts passing through saidcolumns and bearing on the saine for attaching said head to said cylinder unit.

8. In an internal combustion engine, in

combination, a cylinder unit, said 'cylinder unit having a bore extending to the upper end thereof, a head unit mounted thereon, valves mounted in said head unit so asy to overlap the cylinder bore in said cylinder unit, recesses cut in the Walls of said cylinder bore to permit said valves to move below the end of said cylinder bore.

9. Inl an internal combustion engine, in combination, a cylinder unit comprising manifolds cast integral therewith, valves mounted in said head, said manifolds being so located as to overlap said valves, and passages fronisaid manifolds to said valves.

l0. In an internal combustion engine, in combination, a head unit comprising inlet and exhaust manifolds cast integral therewith, valves centrally mounted in said head,

lIl!) Said manifolds being substantially rectanj i gular in cross section and overlapping said valves, said inlet manifold extending beyond said exhaust valves, and. passages extending from said manifolds to said valves. 11. In an internal combustion engine, in combination, a cylinder unit, a head unit, manifolds cast integral with said head unit and extending longitudinally over the cylinder bores in said cylinder unit and forining a pressure resisting bridge.

12. In an internal combustion engine, in combination, a cylinder unit, a head unit, manifolds cast integral with said head unit,

the lower adjacent portions of said manifolds being curved so as to form an arch, whereby a pressure resisting bridge is formed over the cylinder bores.

13. In an internal combustion engine, in combination, a head unit therefor, inlet and exhaust manifolds cast integral therewith and within said head, exhaust and inlet valves centrally located in said head, said manifolds being so located as to overlap said Valves and passages extendingfrom said manifolds to said valves at'an angle to said manifolds.

14. In an internal combustion engine, in combination, a head unit therefor, inlet and exhaust manifolds cast integral with and inside said head, 'exhaust and inlet valves having stems passing between said manifolds, and valve actuating mechanism mounted on said head for operating said valves. s

15. In aninternal combustion engine, in

combination, a cylinder unit, a housing on .ing and extending into the same, a crank shaft, gears on said crank and fan shafts, a

said unit, a fan shaft mounted on said housdriving chainbetween said gears, a fan mounted on said fan shaft, and a friction connection between said fan and fan shaft. 16. In an internal combustion engine, in combination, a cylinder unit, a housing on said cylinder unit, a fan shaft adapted to be mounted on said housing, a detachable mount for said fan shaft, adjustable bearings between said mount and fan shaft, a 35 fan mounted on said fan shaft and a friction connection between said fan and fan shaft.

In testimony whereof I, VICTOR LEE EMERSON, have signed my name to this specication in the presence of two subscribing witnesses, this 5th day of April, 1916.

' VICTOR LEE EMERSON".l Witnesses:

LAURENCE S. PADDo'oK, H. H. FITZ.

Copies ot this patent may be obtained foriive cents each, by addressingthe Commissioner of lPaten'cs,

' a I f Washington, D. C. f 

